Electric-current or motive-force controller.



(N0 Model.)

A. L. STEVENS. ELECTRIC CURRENT 0R MDTIVE FORCE CONTROLLER.

(Application led Oct. 28, 1899.)

W/TNESSES Patented May 29, |900.

2 sham-sheet l.

A TTOHNE Y n Patented May 29, |900. A. L. STEVENS. ELECTRIC CURRENT OR MOTIVE FORCE CONTROLLER.

(Application filed Oct. 28, 1899.)

2 Sheets-Sheet 2.

(No Model.)

m@ QQ O O G .-.h r u 1 TNI NWL L E O N O @www F l T .VV m. @Y -www wm. Nm. mm. hm. M. swhw. QN

Y/Vinesses:

wx ZUM 7C M @MQW fiom eg.

mi "wir: Pneus cn., PHcnxLrvno.. wAwwGroN. D, c.

UNTTED STATES PATENT OFFICE.

ARTHUR L. STEVENS, OF NEV YORK, N. Y.

ELECTRIC-CUlliNlla OR IVIOTIV-FORC CONTROLLER.

SPECIFICATION forming part of Letters Patent No. 650,430, dated May 29, 1900.

Application filed October 28, 1899. Serial No. 735,108. (No model.)

To all whom it may concern.'

Be it known that I, ARTHUR L. STEVENS, a citizen of the United States of America, residing at the city of New York, county and State of New York, have invented certain new and useful Improvements in Electric- Current or Motive-Force Controllers,of which the following is a specification.

My invention relates. more especially to appliances for controlling the volume, power, and direction of electric currents as adapted to the motors of electrically-propelled vehicles or structures. In some important features the invention is adapted for controlling the motive force employed.in various forms of prime motors for any useful purpose.

As applied to electrically-operated vehicles or structures the invention has for its principal objects to promote the safety of the vehicle and occupants, to assure the most economical and effective use of the storage battery or other electric currents with minimum danger to the conductors, to materially simplify and relatively arrange the parts so as to reduce their first cost and the subsequent expense for repairs or renewals, and to promote the durability and most satisfactory working of the entire apparatus.

The invention will first be described and then will be particularly defined in claims hereinafter set forth.

In l[he accompanying drawings, forming part of this specification, Figure 1 is a front elevation of an electric motor controller, partly7 broken away and in section and with duplicated parts removed. Fig. 2 is an under side view of the contact finger-bar with parts removed and a few fingers adjusted therein. Fig. 3 is an end view of this controller, partly in vertical section. Fig. 4t is an enlarged vertical cross-section on the line A A in Fig. 1. Fig. 5 is a detail vertical sectional view on line B B in Fig. 3 of the locking devices for the operating-lever. Fig. 6 is a sectional plan view on line O C of Fig. 5. Fig. 7 is a vertical section on line D D of Fig. 5, and Fig. 8 is a detail rear face view of one of the contact-bars and a few attached conductors.

For controlling current-supply to an electrically-propelled vehicle I employ a transverse shaft 1, journaled for oscillation in boxes 2 l3, fixed, respectively, to preferably metallic end frame-plates 4 5, which are preferably pivoted by studs 6 6 to lugs 7 7, secured to a wood bar 8, which supports the terminals hereinafter mentioned. Bar Sis fixed to vertical battens 9 9, which may be parts of the seat-frame or body of a vehicle. The lower ends of plates 4 5 are held to wood blocks 10 10 on battens 9 by screws 11 or other detachable fastenings, permitting the entire controller to loe swung upward to any extent on the studs 6 for inspection of and access to all the parts and as indicated by the dotted position of the end plate i in Fig. 3 ofthe drawings.

To the shaft 1 are rigidly fastened, by keys 12 or otherwise,two opposing segmental heads or end plates 13 14, made, preferably,of metal, and which at their lower or outer faces carry a series of independent contact-bars 15, made of wood or otherinsulating material and detachably secured by screws 16 or otherwise. The shaft 1, end plates 13 14, and contactbars 15 form an oscillatory or partly-revoluble contact-carrier. a series of contacts 17, which may be coupled electrically in any desired circuit combinations by a series of conductors 18, as best seen in Fig. S of the drawings. I prefer to transversely slot the outer edges of bars 15 between the contacts, as at 19, to admit the upper portions of arc arrester plates 20. These plates are preferably made of insulating fiber and in n form and are fitted to grooves 21, made in the upper or outer side parts of ajvood or insulating-bar 22, which is detachably fastened by screws 23 or otherwise to lugs on the iixed end plates 4 5. The slots 19 permit the outer ends of plates 20 to stand sufficiently above the faces of contacts 17 to prevent arc formations laterally between adjacent contacts 17 and opposing coniacts 24, which are arranged at the outer ends of metal fingers 25 and preferably form part thereof. The fingers 25 are each placed in a channel formed between projecting wood tongues 26, fitted in transverse slots 27, made in the under face of a wood or insulating finger-bar 28, which also has a longitudinal groove 29, forming branch channels receiving the upturned ends 30 of all the fingers. The fingers thus have loose support in the The bars 15 each carry Y IOO barchannels,which permits their instant adjustment to and removal from the other parts, while giving them every necessary play to assure a large area of most effective conductivity between opposing substantially flat-faced contacts 24 17 by spring-pressure. Screws 31 detachably fasten the finger-bar 2S to lugs on the end frame-plates 4 5.- Each finger 25 has its own spring 2,and all these springs are held to an insulating cross-bar, preferably made of wood and in two parts. The lower part 33 has in its upper face aseries of transverse slots 34, receiving the springs independently and staying them laterally, and also has one longitudinal groove receiving downbent ends 35 of all the springs and preventing their endwise movement'. The upper bar portion 3G is held to part 33 by screws 37 or otherwise, thereby firmly clamping all the springs, and the entire bar and springs are detachably held to lugs on the end frame-plates 4 5 by screws 3Q or otherwise. Each finger has a two-part or other suitable binding-post 39, from which an insulated wire lead 40 passes to its own terminal 4l, secured to the fixed transverse bar 8. All the leads 40 readily flex to permit upward swinging of the end frame-plates 4 5 and the contact-carrier on the studs G for aforesaid inspection and renewal of parts. The main leads 42 from the source of energy also connect with terminals 41.

It is obvious that with the above-described construction there will always be ample fullarea cond uctive contact between the contacts 17 of any one bar 15 and the subjacent series of' contacts 24 of fingers 25. Hence the danger of burning out now arising in other controllers from insufficient area of contact vis materially lessened or entirely obviated.

This important operative function is further assured by a simple and effective stop device next described. This stop device comprises studs 43 on the contact-carrier plate 13 and having upwardly converging lower faces forming double-incline pockets, into one of which enters an antifriction-roller stud 44 on an arm 45, fulcrumed at 4G to frame-plate 4 and drawn upward by a spring 47, connected to the parts 45 4. The extreme end studs 43a of the series may have concaved inner stopfaces, as shown in Fig. 3 of the drawings. The stop-roller stud 44 acts on the converging pocket-walls of studs 43 to positively and automatically complete the oscillatory movement of the contact-carrier to instantly effect full-area contact between conductors 17 24, while at the same time permitting comparatively-easy rocking of the carrier by the motorman to any desired position to obtain the necessary quality, force, or direction of current to propel the vehicle. The Vthree front contact-bars provide distinct forward currents, and the two rear contact-bars give distinct reverse7 currents. The adjustment of Fig. 3 is neutral, as when the vehicle stops.

Dangerous mismanagement of electric vehicles has heretofore resulted from improper movement of the contacts relatively to the neutral position and also from inherent weakness and breakage of parts of locking devices employed in prior controllers of this general character. I obviate these disadvantages by providing a simple, efficient, easily-adjusted, and durable lock, which coperates with a contact-carrier adjusting or operating means, which is adapted to indicate the proposed direction of operation of the motor or the proper direction of movement of the vehicle or structure actuated by it. The operating means herein described is a lever 4S, having its handle end 49 turned or bent outward from the lever-axis to indicate the direction of movement; but the operating means may have any form and may be fitted with any style of direction-indicator. The lever 4S preferably has a collar or flange 50, forming a shoulder resting on the enlarged end of a stub-shaft 51, which rocks in the bearing 2 on end frameplate 4, and is rigidly fastened by pins 52 or otherwise to the contact-carrier shaft 1 and is practically a part of said shaft. Below collar 50 the lever 48 hasalarge bearing 53 and a smaller bearing 54, fitting vertical bores of the stub-shaft 51,and between these bearings the lever has a horizontal cam formation 55. This cam 55 engages opposite walls of a slot 5G in a latch-plate 57, movable transversely in a slot5S, formed in stub-shaftl. A nut 59 on lever 4S holds it to part 51. Lever 4811ermally stands with its indicator 49 extending directly forward, as shown in full lilies in Fig. 3 of the drawings, and with its cam 55 holding the latch-plate 57 in the position shown by full lines in Fig. 6 and by dotted lines in Fig. 3. The front edge of latch plate 57 now stands rearward clear of the front shoulder GO of the contact-frame bearing 2, and therefore permits free forward or rearward rocking of the contact-carrier by the lever to bring any one of the four front bars 15 into position to engage its contacts 17 with the finger-contacts 24 to obtain either one of the three forward currents for forward propulsion of the vehicle or to engage the neutral contacts, as in Fig. 3, to stop the vehicle. The motorman 'cannot inadvertently swing lever 4S `backward beyond the neutral position, be-

cause the rear edge of latch-plate 57 overlies the shoulder G1 of bearing 2. Hence there is no danger of switching in the reverse motor-currents, thereby avoiding more or less serious accidents to the vehicle and occupants. If the vehicle is to run backward, the motorman must first turn the lever 48 axially until its indicator 49 extends directly rearward, as shown by dotted lines in Fig. 3, thereby sliding latch-plate 57 forward clear of bearing-shoulder G1, as shown by full lines in Fig. 7. lle now may swing the lever rearward beyond neutral position to rock the contact-carrier either way as required, to switch in the necessary reverse motor-currents for IOO IIO v IIS backing the vehicle or for returning the lever to neutral position for stopping the vehicle. He cannot now swing lever 48 forward beyond the neutral position, because the front edge of latch-plate 57 overlies the shoulder GO of bearing 2. Hence there is no danger of unintentionally switching in the forward motorcurrents, and the vehicle will not move forward until after lever 4S is again turned axially to extend its indicator 49 directly forward, as above described. Should the lever 4S have any other axial position than that causing its indicator 49 to extend either directly forward or backward, the cam 55 will hold the latch-plate 57 so that it overlies both bearing-shoulders GO Gl, as indicated by dotted lines in Fig. 7, and therefore the lever will be locked against movement either forward or backward and t-he motor-currents cannot be switched in until after the lever is again adjusted to cause its indicator to infallibly notify the motorman whether the vehicle will run either forward or backward. The axial t-urning of the lever is effected almost instantly and causes no appreciable loss ot' time when switching in any necessary motorcurrent for safe control of all movements of the vehicle.

l prefer to form on the bearing 2 a lug G2, the opposite ends of which are struck by latch-plate 57 to limit swinging movement of the lever directly at the contact-carrier axis or shaft 1, and thereby relieve the entire carrier, and especially its end lugs 43 and the stop device 44 45, from excessive shocks or jars which attend any hasty hard eXtreme swing of the lever 4S either way by the motorman. l

With the herein-described construction it is obvious that each series of contacts 17, with its conductors 1S, may be quickly and independently detached from the oscillatory contact-carrier by removing the screws 16, which hold the contact-bars 15 to the carrier-plates 13 14. Each contact-finger 24 25 may be independently and almost instantly removed from the finger-bar 2S, and this bar is itself quickly detached by removing the screws 3l. The springs also may be detached by removing the screws 37 and the clamping-cleat 3G, or the whole series of springs may be detached together by removing the screws 3S. The arc-arrester bar 22 also is readily detachable by removing the screws 23, thus permitting quick renewal of any injured arrester 20, which is simply lifted from the bar-grooves. The contact-carrier-operating lever and lock also are readily detachable by removing the nut 5f), which allows the lever-bearings 53 54 and cam 55 to be slipped upward fromthe stub-shaft 51, as the lower bearing 54 passes through slot 5G of latch-plate 57, whereupon the latchplate may be pushed from the shaftslot 58.

While I herein more particularly describe my invention as applied to controlling electromotive forces for propelling vehicles, it is obvious that the invention includes in its legitimate scope the combination, with any type of motor using any driving force, of an operating means controlling use of said driving force by the motor and adapted to indicate the direction of operation of the motor or of a vehicle or struct-ure actuated by it, and adjustable locking devices for said operating means which prevent movement thereof for reversing the motor until after said operating means has been adjusted to indicate the proper direction of movement of the motor or of the vehicle or structure actuated by it. The sliding latch-plate actuated by a cam on an axially-movable operating means and striking relatively-lixed shoulders to prevent unintentional reversal of the motor or of the structure actuated by it is a preferred embodiment of this important feature of the invention.

I claim as my inVention-- 1. The oscillatory or rotative contact-carrier havinga series of independent detachable bars each having its own series of contacts and circuit connections between said contacts; said bars also having transverse slots, combined with relatively-stationary conductive fingers adapted to the contacts, and relatively-stationary arc-arrestcrs disposed between the adjacent contacts and ngers and entering the contact-bar slots.

2. A detachable contact-bar for a currentcontroller having a series of contacts and conductors connecting them and provided also with a series of slots between the contacts adapted to admit arc-arresters.

3. The arc-arrester device comprising abar having transverse slots at its outer parts, and detachable insulating-plates entering said slots.

4. The arcarrester device comprising a bar detachable bodily from the controller-frame and having transverse slots at its outerparts, and detachable insulatingplates entering said slots.

5. The combination, with a supportingframe and an oscillatory or rotative carrier having independent series of contacts and circuit connections therefor, of a channeled finger-bar held to said frame and having a Series of conductive fingers loose in said chan'- nels, and means yieldingly sustaining the fingers in opposition to the carrier-contacts.

G. The linger-bar comprising an insulatingbar having facial transverse slots and an intersecting longitudinal groove providing channels, and a series of conductive fingers sustained laterally and endwise in said channels and having means for circuit connections.

7. The combination, with the controllerframe and a series of contact-fingers sustained thereby, of acorresponding series of springs, and a support for said springs comprising a two-part insulating-bar having slots and an intersecting groove at the clamping-joint of the two parts receiving the springs and sustaining them both sidewise and endwise.

lIO

8. The combination, with the controllerframe and a series of contact-lingers sustained thereby, of a corresponding series of springs, and a support for said springs comprising a two-part insulating-bar having slots and an intersecting groove at the clamping-joint of the tWo parts receiving the springs and sustaining them both sidewise and endwise; said by it, and adjustable locking devices for said operating means preventing movemen t thereof for causing reverse operation ot the 'motor until after said operating means has been adjusted to indicate the proper direction of movement of the motor or vehicle or structure.

10. The combination, `with a motor and intermediate means adapted to control use of the driving force of theinotor, of an axiallymovable operating means coupled to said intermediate controlling means and adapted to indicate the direction of operation or movement of the motor or of a vehicle or structure actuated by it, and locking devices for said operating means comprising a sliding latch-plate, a caln on the operating means engaging said latch-plate, and relatively-stationary shoulders which the latch-plate strikes thereby preventing movement of the operating means from neutral position and preventing reverse operation of the motor or vehicle or structure until after the operating means has been axially adjusted to indicate the proper direction of movement of the motor or vehicle or structure.

11. The combination, with the oscillatory contact-carrier of an electric-motor-current controller, of an operating means adapted to indicate the direction of operation of the motor or of a vehicle or structure actuated by it, and locking devices for said operating means preventing movement of said oscillatory contact-carrier from neutral position to reverse the motor until after said operating means has been adjusted to indicate the proper direction of movement of the motor or vehicle or structure.

12. The combination, in an electric-motorcurrent controller and With the relativelyfixed conductive fingers or elements and the oscillatory or rotative contact-carrier having adjustable series of contacts adapted to said lixed elements for varying the electric circuits, of an operating means forsaid contactcarrier adapted to indicate the direction of operation of the motor or of a vehicle or structure actuated by it, and locking devices for said operating means preventing movement of the contact-carrier from neutral position to reverse the motor until after said operating means has been adjusted to indicate the proper direction of movement of the motor or vehicle or structure.

13. The combination, with the shaft or axis ot the oscillatory or rotative contact-carrier of an electric-motor-current controller, of an axially-movable operating means for said contact-carrier coupled to its shaft or axis and adapted toindicate the direction of operation of the motor or of a vehicle or structure actuated by it, and locking devices for said operating means comprising a sliding latchplate, a cam on the operating means engaging said latch-plate, and shoulders on the journal-bearing of the contact-carrier which the latch-plate strikes thereby preventing movement of the contact-carrier from neutral position to reverse the motor until after the operating means has been axially adjusted to indicate the proper direction of movement of the motor or vehicle or structure.

14E. The combination, With the shaft or axis of the oscillatory or rotative contact-carrier of an electric-motor-current controller, of an axially-movable operating means for said contact-carrier coupled to its shaft or axis and adapted to indicate the direction of operation of the motor or of a vehicle or structure actuated by it, and locking devices for said operating means comprising a sliding latchplate, a cam on the operating means engaging said latch-plate, and shoulders on the journal-bearing of the contact-carrier Which the latch-plate strikes thereby preventing movement of the contact-carrier from neutral position to reverse the motor until afterv the operating means has been axially adjusted to indicate the proper direction of ARTHUR L. STEVENS.

Nitnessesz A. W. GILBERT, DANIEL R. KENNEDY.

IOO

IIO 

